Motor.



U. S. KING.

MOTOR.

3 SHEETS-SHEET l.

. J v 5% N "Illlllllw" i nii' u E *6** il nl @Umwegv PATENTBD JULY v,1903.

' U. S. KING.

- MOTOR.

APPLICATION FILED 00h21. 1902.

3 SHEETS-SHEET 2.

N0 MODEL.

- f iw w( No. 733,217. PATBNTED JULY 7, 1903.v U. S. KING.

MOTOR..

APPLIoATIoN FILED 0012.21, 1902.

N0 MODEL. 3 SHEETS-SHEET 3..

"NIMllllllllllli-IIIIIIIW 'K 45 9 "JWM MELUN.

No. maar?.

UNITED STATES Patented July 7, 190e.

- uLvssEs s. Kme, OE CHEROKEE, KANSAS.

MOTOR.

SPECIFICATION forming part of Letters Patent No. 733,217, dated July 7,190e. Application iled October 21,1902. Serial No. l28,l66. (No model.)

T0 all whom, it may concern:

Be it known that I, ULvssEs S. KING, a citi-4 zen of the United States,residing at Cherokee, in the county of Crawford and State of Kansas,have invented new and useful Improvements in Motors, of which thefollowing is a specification.

rlhis invention relates to a motor for use exclusively underground inmines and the like and one purpose of the same is to provide a compactand efficient device of this classwhich can be easily controlled andcapable of drawing a heavy load.

A further purpose of the improvement is to so shape the motor that itwill not interfere with mine-lead structures and will easily passthrough the latter without requiring a change in the usual arrangementin contradistinction to motors having a cumbersome construction andobstructive lateral or other projections.

A further purpose of the improvement is to introduce in a device of thisclass a form of drive-gearing for the axles which will obviate anytendency to lost motion and capable of reversal to drive the motor ineither direction, the gear being of such nature and the entiremotorhaving such weight as to cause the latter to remain in tractiveconjunction with rails,

the said gearing positively actuating the mo tor through the operationof the driving medium embodied therein.

A still further purpose of the invention is to equip an undergroundmotor with such detail accessories as to render it convenient inoperation, strong and durable, and comparatively inexpensive in the costof manufacture.

The invention consists in the construction and arrangement of theseveral parts, which will be more fully hereinafter described andclaimed.

ln the drawings, Figure lis a side elevation of an underground motorembodying the fea-v tures of the invention. Fig. 2 is a top plan view ofthe same. Fig. 5 is a horizontal section taken in a plane below theengine or driving medium proper and showing parts of the clutchmechanism broken away. Fig. et is an end elevation of the motor. Fig. 5is a longitudinal vertical section. Fig. 6 is a transverse verticalsection on the line G 6, Fig. 3. Fig. 7 is a longitudinal verticalsection on the line 7 7, Fig. 3.

Y to one end of the motor.

Similar numerals of reference are employed to indicate correspondingparts in the several views.

The numeral l designates a truck-frame comprising side and end bars orbeams securely bolted or otherwise fastened together. In the completeorganization of this frame it will be provided with bumpers or buffersand coupling means whereby either end of the motor may be attached tothe ears. The side bars of the frame will also be supplied with suitablebearings or journal-boxes 2, in which the terminal journals or axles 3are rotatably mounted, the said axles having flanged wheels 4 thereon ofthe usual construction to engage track-rails. ln the frame l is a basket5, which depends approximately on a level with the lower edges of theside and end bars or beams of the said frame and is bolted at its upperportion to lugs or projections on the side bars or beams, the latterhaving portions thereof projected at a greater elevation than the levelof the upper edges of the end bars. This precise form of the frame isnotessential, however, and maybe varied at will to meetcertain changesin construction of the motor that may be demanded to accommodate certaincontingencies. The frame and the motor-journal, however, will be of suchstructure as to adapt it for general underground use withoutmodification, except possibly in the proportions and minor detailaccessories. The journal-boxes 2 are disposed in vertical slots 6 in theside bars Or beams of r the frame, and between the upper edges of thesaid boxes and outwardly-projecting caps '7 cushion-springs 8 areinterposed, as in the usual car structures. On the axles 3 arespur-gears 9, meshing with an intermediate idler spur-gear l0, journaledon a stub-shaft ll, extending inwardly from one of the side bars orbeams of the frame l, as clearly shown by Fig. The gears 9 andidler-gear 10 are held in continual mesh, and also meshing with one ofthe gears 9 is a motion-transferring pinion 12, journaled on astub-shaft 13, also extending inwardly from one side beam of the frame land of itself maintained in continual mesh with a drive-pinion la on acounter-shaft l5, having bearing at opposite ends in the side beams ofthe frame adjacent On the countershaft 15 are clutch devices 1 G,including bevelgears 17, so disposed as to operate the counter-shaft inopposite directions to control a reversal of movement of the motor andwhich will be more fully hereinafter explained in detail.

Suitably disposed on the upper portion of the basket 5 is agasolene-motor of a threecylinder type, the several cylinders of thisengine concentrating their driving force on a single driving-shaft 18.The advantage of the three-cylinder type of gasolene-engine, which willnot be herein specifically described, is an increased explosive forcewith a more positive actuation and regularity in the rotation oroperation of the driving-shaft 18, the latter having on opposite endsbalance-wheels 19 for obvious purposes and at one end provided with abevel-pinion 2O in such position between the bevel-gears 17 on thecountershaft 15 that either of the said gears maybe quickly thrown intoengagement with or adjusted in inoperative relation to the saidbevel-pinion 20. Many forms of clutch devices may be used to arrive atthe results sought; but it is obvious that means must be provided forpositively actuating said friction devices or clutch mechanisms toquickly and positively control the direction of movement of the motor.One of the preferred forms of operating' devices for shifting the clutchdevices comprises a rock lever or rod 21, journaled or applied to theunder part of the frame 1, to one side of the center, as clearly shownby Fig. 3, and having an operatinglever 22 attached thereto andextending upwardly through the frame within convenient reaching distanceof the engineer or motorman. Rising' from one extremity of the rocklever or rod 21 is an angular shiftingarm 23, having its upper endprojected inwardly over the frame, at one extremity of the latter, andattached to a slide-bar 24, mounted in suitable bearings or boxes 25 atone end of the frame, or that adjacent to the countershaft 15. Theslide-rod 24 is disposed in a plane at right angles to the rock lever orrod 2l and has inwardly-extending shifting-arms 26 secured thereto andembracing circumferentially grooved ends of clutch sleeves 27, slidableon the counter-shaft 15 and engaging a spline 28, proj ecting from theshaft, to rotate with the latter.

The gears 17 have outer tubular bodies 29 or contact members, with whichexpansible clutch members 30 are adapted to engage, and each comprises ahub 31, engaging the spline 28 adjacent thereto and having a clutch-rimof such normal diameter as to fit within the tubular body or contactmember 29 of each gear 17. It will be understood that the gear 17 andits tubular body or Contact member 29 in each instance is loose on thecountershaft, and when the rim 32 cooperating therewith is in normalcondition the shaft 15 will not be affected by either gear so far asrotation is concerned until the rim 32 is expanded to create africtional bind thereof against the inner surface of the tubular body orcontact member 29. rIhe spline 28 which is used in connection with eachclutch device is long enough to compensate for longitudinal adjustmentof each clutch device on the shaft 15 through the medium of the arms 26and the devices controllingthe latter. On the hub 31 of each rim 32, ata point diametrically opposite and above the spline 28 of the shaft 15,an expanding-lever 33 is pivotally secured and extends outwardly andupwardly and is movably attached by means of an upper joint 34 throughthe upper terminal of the screw 35 and a buckle 36, which includes acentral nut 37,the lower terminal of the screw 35 being secured by meansof a knuckle-joint 38 in a recess at the inner extremity of the upperpart of the sleeve 37. The expanding-lever, adjacent to its pivotalpoint on the hub 31, has a fulcrum-block 39 mounted therein, eachexpanding-lever consisting of two members, as clearly shown by Fig. 7,and the fulcrumblock provided with opposite trunnions 40 to engage saidmembers. Adjustably rising from the fulcrum-block 39 is a screw post orshank 41, having a wedge-block 42 secured on the upper end thereof, witha guide-pin 43 rising vertically from the center thereof. Thewedge-block 42 is held in line and partial engagement with the spacedterminals of the rim 32, and saidblock is adapted to be forcefullypushed upwardly between the ends of the rim to expand the latter andcreate a frictional bind between the outer surface of the said rim andthe inner surface of the tubular body or contact member 29 of the gear17. To insure a reliable and positive operation of the wedgeblock at alltimes in relation to the spaced ends of the rim 32, the guide-pin 43 isemployed and moves in seinicircular grooves 44 at the centers of thesaid spaced ends of the rim. In the primary adjustment of the parts ofeach clutch device the wedge-block 42 is raised high enough to alwaysoccupy an operative position in relation to the spaced ends of the rim32 through the medium of the screw post or shank 41, and through the useof the fulcrum-block 39 the wedge-block throughout its full length iscaused to fully engage the spaced ends of the rim irrespective of theangular position of the expanding-lever with relation to the hub 31. Itis obvious that more or less wear will ensue on the rim 32 inconsequence of continued use, and if nothing IIO were provided tocompensate for such wear the positive operation of each clutch devicewould soon become impaired, but through the medium of the turnbuckle 3Gthe expanding-lever 33 can be easily adjusted when necessary tocompensate for wear on the rim, and thereby always insure a positiveengagement of said rim with the inner surface of the tubular body orcontact member 29 of the gear 17. It will be understood that each clutchdevice is duplicate in construction, and the shaft 15 has two splines28, so that the actuation of the shaft by the individual clutch devicesmay be independent. lVhen the slidebar 2i is shifted in oppositedirections to operate either one of the clutch devices in accordancewith the direction it is desired the motor shall move, the clutch deviceshifted on the shaft will be thrown into engagement with the pinion 2Oon the shaft 1S through the medium of the gear 17 of said clutch device,and when the sleeve 27 is shifted and mesh of the operated gear 17 withthe bevelpinion 2O is obtained the resistance to further movement of thesaid clutch device will cause the expanding-lever to be thrown outwardlyand force the wed ge-block 4:2 between the spaced ends of the rim 32,and thus transmit motion from the shaft 1S to the gear 2O and operatedclutch device to the shaft l5 and from the latter through thedrive-pinion li and motion-transmitting pinion l2 to the gears 0 on theaxles S, and thus propel the motor in a positive manner. The adjustmentof the slide-bar 2i in either lateral direction will be maintained bysuitable retaining devices arranged adjacent the lever 22, and it willbe understood that many mechanisms for this purpose could be used. Toinsure a tight non-slipping engagement between the rim 32 and the innersurface of the tubular body or contact member 2S), said gear is providedwith a circumferential covering 45 of vuleanite iiber or other analogousmaterial. It is required in mines and other underground tunnels orpassages that a certain amount of fresh air be supplied to sustain humanand animal life, and it is necessary in providing a motor forunderground use to equip the same with means for preventing adevitalization or vitiation of the fresh air or in any wisecontaminating the same with noxious odors or gases from the motor or toin the least diminish the quantity of air rcquired. This supply of freshair in mines particularly is governed by local laws and must bepreserved. To meet this requirement,the present improved motor isequipped with a muffler 4G, consisting of a cylinder containing water,as at 47, and extending from the engine is an exhaust-pipe i8, having adepending member i0 projecting into the mulfler near the lower or bottomportion of the cylinder. The upper portion of the cylinder i6, at apoint distant from the entrance thereinto of the exhaust-pipe, is anoutlet 50,

as clearl i shown b f Fic'. 2 and the o'ases orA noxious odors areconveyed by the said pipe 4S from the en gine to the muffler andabsorbed by the water, and what steam that is in excess of theabsorption or condensation, particularly after the water in the mufflerbecomes heated, escapes through the outlet 50 without carrying therewithany of the gases or odors from the engine due to the explosions, andthus contamination of or injury to the fresh-air supply within a minelead or passage is prevented and the fresh-air supply remainsunimpaired.

From the foregoing it will be perceived that the improved motor isconstructed to meet the various contingencies and conditions existing inunderground passages ormineleads without requiring a modication oradaptation of the framing structure within said leads or passages. Thegearing in connection with the axles is of a strong and durable nature,and the weight of the entire motor will be such that'on a dry track ortrackrails in view of certain resistance it will cause the wheels on theaxles to slip on the rails with obvious advantages in motor orlocomotive device constructions, as will be readily appreciated by thoseskilled in the art. Moreover,itisproposed to proportion the motor insuch manner as to permit the use of a broader-gage track than isordinarily employed in underground motors, with a resultant stabilityand greater efciency in the movement of the motor, particularly indrawing heavy loads. The motor is also constructed with maximum strengthin view, and it is intended to incorporate therein as a part of itsorganization motive mechanism of compact form with increased powerhaving advantageous speed qualifications and which is derived from theemployment of a triple-cylinder type of engine.

Having thus fully described the invention, what is claimed as new isl.In an underground motor, the combination of a frame having wheeledaxles, gears on the axles, an intermediate idler-gear continuallymeshing with the gears on the axle, motive mechanism supported by theframe above the axle and including a shaft having a bevel-pinion on oneend thereof, a countershaft having clutch devices thereon comprisingbevel-pinions adapted to be thrown in and out of mesh with the pinion onthe said shaft included in the motive mechanism, a drivepinion carriedby the counter-shaft, a powertransmitting pinion held in continual meshwith the drive-pinion and the gear on one of the axles, and means forshifting the clutch devices to change the direction of movement of themotor.

2. An underground motor shaped to move through constricted passages andcomprising a frame mounted on wheeled axles, intermeshing gears on theaxles and frame, a counter-shaft having a drive-pinion, amotiontransmitting pinion between the drive-pinion and one of theaxle-gears, clutch devices on the counter-shaft, motive mechanismincluding a longitudinal shaft having a pinion on one end, clutchdevices on the counter-shaft for engagement with the said pinion andincluding bevel-gears, and means for shifting the said clutch devices tochange the direction of the motor.

3. In an underground motor, the combina- IOO IIO

IISl

tion of a frame, wheeled axles on which the Y shaft located above theWheeled axle, the said shaft having a pinion on its one end, acounter-shaft having clutch devices to engage the said pinion andcontrol the direction of movement of the motor, motion-transmittingdevices between the counter-shaft and one of the axle-gears, and meansfor shifting the clutch devices on the counter-shaft to control themovement of the motor.

Ll. In an underground motor, the combination of a frame, Wheeled axleson Which the frame is disposed, gears on the axles and a part of theframe, a motive mechanism coinprising triple cylinders, and a singlemotorshaft on which the driving effect of the said cylinders isconcentrated, the said shaft having a pinion at one end, a counter-shafthaving clutch devices thereon for engagement With the said pinion, andtransmitting' gear devices interposed between the counter-shaft and thegear on one of the axles.

5. An underground motor comprising a frame mounted on Wheeled axles,intermeshl ing gears on the axles and a part of the frame, acounter-shaft having gear devices coperating therewith and With one ofthe axle-gears, clutch devices on the counter-shaft, motor mechanismincluding a shaft having a pinion on one end to cooperate with the saidclutch devices, a rock -lever movably mounted against the under part ofthe frame having an angular arm secured thereto, atransversely-extending side har to which said arm is connected andhaving inwardly-projecting arms in operative connection With the clutchdevices on the countenshaft, and means for operating the saidrock-lever.

ln testimony whereof l affix iny signature in presence of tivoWitnesses.

ULYSSES S. KING.

Titnessesz Y' HUGH M. STERLING, CHAs. S. HYER.

